Air brake apparatus



Dec. 14, 1948. J. w. MARSH I 2,456,137

AIR BRAKE APPARATUS Filed 061;. '50, 1946 Patented Dec. 14, 1948 AIR BRAKE APPARATUS I John W. Marsh, Arlington, Va., assignor to Apex Railway Products 00., Chicago, 111., a corporation of Delaware Application October 30, 1946, Serial No. 706,656

Claims. (Cl. 303-84) This invention relates to improvements in air brake apparatus and it consists of the matters hereinafter described and more particularly pointed out in the appended claims. Especially it relates to the controlling or timing of the periods of application and release of the brakes.

With conventional air brake apparatus, the time periods of application and release of the brakes are controlled by the size or area .of the port connections between the triple valve, the auxiliary air reservoir and the brake cylinder thereof. In such apparatus, the port connections mentioned provide an application time period of the brakes of approximately three seconds between the occurrence of reduction of pressure in the train line and the full movement of the brake cylinder piston, and a release time period of approximately seven seconds between the occurrence of restoration of train line pressure and release of brake cylinder pressure.

Under certain conditions of train operations, these time periods are too fast or short and produce shocks in the train, due to lack of uniformity of application and release of brakes throughout the train. These shocks often result in broken couplings and excessive buffing loads and damage to the cars and the contents thereof.

One of the objects of the present invention is I to provide simple and efiicient means to selectively change the time periods of brake application and release from the faster ones mentioned to slower ones and back to said faster ones as train operating conditions may require, and thereby obtain a more uniform application and release of brakes throughout the train, and thus eliminate the shocks above mentioned and the damage produced thereby, with a considerable saving in service operation on the cars in. train.

Another object of the invention is to provide means of the kind mentioned which may be readily built into new air brake apparatus, or may be readily applied to apparatus already in service, at a minimum of expense.

A further object of the invention is to provide means of the kind mentioned which may be disposed between the triple valve and the auxiliary air reservoir in air brake apparatus now in service.

The above mentioned objects of the invention, as Well as others, along with the advantages thereof will more fully appear as the specification proceeds.

In the drawing:

Fig. 1 is a view partly in elevation and partly in section of the triple valve, the auxiliary air reservoir and the brake cylinder of an air brake apparatus, to which the present inven.ion has been applied. 7

Fig. 2 is a view, on an enlarged scale, partly in front elevation and partly in section, of a member or unit embodying one form of the invention and adapted to be disposed between the triple valve and the auxiliary air reservoir of an air brake apparatus.

Fig. 3 is a view in side elevation of the member shown in and on the scale of Fig. 2 when viewed from the right hand side thereof, a portion of said member being shown as broken away, better to show a certain orifice or port that will be mentioned later. I

Fig. 4 is a detail sectional view through apart of the member appearing in Fig. 2, as taken on the line 4-4 thereof.

As the invention is especially concernedwith, and operatively affects only the triple valve, the auxiliary air reservoir and the brake cylinder, only these parts are illustrated in the drawings.

In general, the invention relates to means whereby to selectively change from one time period of application and release of the brakes to another and which means may be built into the triple valve of new brake equipment or it maybe provided in a separate unit adapted to be inserted between the triple valve and associated end of the auxiliary air reservoir in equipment now in use. In the present instance, the invention is illustrated and will be herein described as embodied in a unit adapted for cooperation with brake equipment now in use.

Referring now in detail to that embodiment of the invention illustrated in the drawings, 5 indicates, as a whole, a conventional type of auxiliary air reservoir, to the closed end of which is opera indicated at H and opens in parallel relation through the associated end of the body and is connected to the port l0 by a lateral port [2. The cap of the valve is indicated at [3, and I4 indicates the brakepipe. I in Extending longitudinally through theauxiliary air reservoir is the pipe or tube l that provides for the passage of air from the triple valve to the brake cylinder. This pipe is fixed at its ends in the ends of the reservoir, and one end of said pipe opens into the associated end of the brake cylinder, while the other end opens in line with the passage I l in the valve. In the brake cylinder is a piston 16 havinga tubular piston rod i! that slides through the head I, and surrounding that part of said rod between the piston and said head is the return spring I8 for the piston. The parts described are parts of a conventional type-of air brake apparatus, many of which are in. service. However, as before mentioned,.the;parts.mentioned provide an operation of the associated parts of the apparatus which under certain train operating conditions is too fast in the'time'period of application and too short or fast in the time period of release of the brakes.

.To select that time. period of brake, application and release mostsuitable for the operation of the train, I provide a unit 20 which is interposed betweenthe triple valve Band the reservoir 25. as shownin Fig. 1. cylindrical body 1 having .a :central longitudinal passage 2| to-receive a projecting part of the Jtriple'valve. .Outwardly fromsaidpassag are openings 22 50- arranged as to register with .the openings in thevalve body andjreservoir respectimely, and .permit thepassage of 'bolts23 (only .one. oftwhich appears in. Fig. l) and whereby the valve andthe unit are operatively attachedto themeservoiri. When the; parts have thus been attached together, the passage 2| lines upwith .thechamberB. inthe triplev valve 8, and the opening: Ill-.in'the associated end of the rese1voir,.- and afiords the communication. of air between. said chamber. and said reservoir.

The-unit. is provided at one side with a lateral.hollowextension 24 (see Fig s.'2 and 3), apart 125.. of which .projects outwardly beyond vthebody of said unit. .This hollow extension is ,provided with-apartitioni26 which dividesthe extension. into chambers 21. and .28 respectively, the partitionrextending, to the, part251of the. unit. .In ,that end ofthe unit are ports 29' and. 39, re-

spectively, which registerwith the port I I in the .-valve..and the pipe l5 in the reservoir, and in thepartitionili is an orifice 3 [of relatively'small "dimension. Thus it ,willbe seen that the port .ll ecommunicates with ,the chamber '21 and. the

chamber-.28 communicates with the pipe, 15. The orifice"3l is provided'bymeans of a suitable plug #32 .whichisof adiameter smaller than that of the ports2-9 and 30 to permit'its applicationina thep artition.

.Inthe extensionpart, 251s located a tapering valve-port, in which'is a valve bushing and "thistbushing, is provided in its opposite sides with ,ports 35 and 36 respectively. (see Fig. A), which communicate with the chambers 21 and .28 revsliectively.

.Aitaperedyalve plugi3l is .rotatably mounted in the bushing, and a plugand-spring assembly 38. .(see Fig. 2) associated with the larger diameter otheris-adaptedtomove into and out of registration with the ports in the bushing. The

smaller diameteroendeof thevalve. plug projects outwardly beyond the associated extension part =25- to. receive alever 40 ,by which .the ,plug may be turned in the bushing 34 from one stop posi- Said unit includes a short tion to the other and back to the first one. These stop positions may be afiorded by pins or shoulders 4l--42 on said part 25 and associated therewith are the letters S and F" (see Fig. 2) Which denote the time periods for brake operations, 1. e. Slow or Fast.

The ports 35.,and 36 in.the bushin 34 and plug 31 respectively, provide vwhen lined up and in communication with each other, a normal port area between the chambers 21 and 28, while the orifice 3| provides the restricted port area betweenrsaid chambers.

.When the valveplug is in its open position, whereinthe lever 40 engages the stop M as in Fig. 3,its;ports 39vregisters with the ports in the bushing 34, the passage of air between the triple valve an'd the brake cylinder is normal and provides quick application and release of the brake since the air at that .time may pass in part throughrorifice 3i and alsothrough port 39 of member '31. When said valve hasbeen turned to itsclosed position,"wherein the lever 46 engages the 'stopi42, its'port39 is out of register with those in the bushing. In this position of the plug-31,1the air connection between the triple valve an'djthe brake cylinder isonlythrough the restrictedorificedl andfthis provi'des a slow time eriod of application and of releasefor the brakes. The desired. size orifice -3! canbe provided by inserting aplug'iilhaving the correct'size orifice therein. The valvelever 40 is operable from either side of the car, and; the stop pins 41 and 42 have marks. associated therewith to indicate the slow and the fast brake operations as before mentioned.

ilThe orifice 3| is open at all times but being restrictedyhas 3 no efiect when the valve plug 37' is opened to that position providing the fast application and release of brakes.

Thus by means or'the structure described, when conditions are such'thatTast application and release of brakes is advisable, this may be providedby,turningJthe'lever 40 to that position indicating the same. When. conditions are such that slow application andjrelease of brakes is advisable, this conditionmaybeprovided by turning said leverto' that position indicating the same. Thus byth means described,'it is possible to provide in an air brake apparatus, simple and efiicient means whereby; either a fast or a slow application and release of brakes may be afforded as the conditions may warrant.

While'in describingrthe"invention. I have re ferred in detail to'th gform, arrangement and construction of thepartsinvolved, the same is to be considered 'only in theillustrative sense and therefore I do not wish to be limited thereto except as mayfbe specifically set forth in the appended claims.

.I claim asmyinvention;

'1. Air brake apparatus embodying therein a triple valve "having an airport, abrake cylinder spaced therefrom, anauxiliary air reservoir between .sai'd valvean'd said. cylinder" and eperatively connected atone end to .said 3 cylinder, means providing a conduit'through saidreservoir and opening at one end into said cylinder, a member disposed between the. other end of said reservoir and .saidvalve and :forme'dtfor' the passage of air therebetween, said member being further formed at its endswith ports "for the 'passageof, air between the air port of said valve. and said-conduit through ,said reservoir, said member-also being formed ;to ,provide passageways :afiording communication between sai'cl ports "therein and a manually operable valve for closing 01'! the passage of air through one of the passageways in.

said member without afiecting the passage of air through the remainder of said passageways in said member.

2. Air brake apparatus embodying therein a triple valve having an air port, a brake cylinder spaced therefrom, an auxiliary air reservoir between said valve and said cylinder and operatively connected at one end to said cylinder, means providing a conduit through said reservoir and opening at one end into said cylinder, a member disposed between the other end of said reservoir and said valve and formed for the passage of air therebetween, said member being further formed at its ends with ports for the passage of air between the air port of said valve and said conduit through said reservoir, said member also being formed to provide passageway affording communication between said ports therein, one of said passageways having a relatively large area and the other of said passageways having a smaller area, and a manually operable valve for closing off the passage of air through said passageway of relatively large area, without affecting the passage of air through the other passageways.

3. In air brake apparatus including a triple valve and an auxiliary air reservoir, a member adapted to be disposed between and secured to said triple valve and said auxiliary air reservoir, said member embodying therein an annular body having a main passageway therethrough, hollow means extending laterally from said body and providing chambers separated by a partition, there being a port opening through each end of the body parallel with said main passageway for each chamber, said partition having passageways therethrough affording communication between said chambers, and a manually operable valve for closing oil the passage of air through one of said passageways without aifecting the passage of air through the remainder of said passageways.

4. In air brake apparatus including a triple valve and an auxiliary air reservoir, a member adapted to be disposed between and secured to said triple valve and said auxiliary air reservoir, said member embodying therein an annular body having a main passageway therethrough, hollow means extending laterally from said body and providing end chambers separated by a partition, there being a port opening through each end of the body parallel withsaid main passageway for each chamber, said partition having passageways therethrough affording communication between said chambers, one of said passageways having a relatively large area and the other of said passageways having a smaller area and a manually operable valve for closing ofi the passage of air through said passageway of relatively large area without afiecting the passage of air through the other passageways.

5. In air brake apparatus including a triple valve and an auxiliary air chamber, a member adapted to be disposed between and secured to said triple valve and said auxiliary air reservoir, said member embodying therein a relatively fiat ended annular body having a main air passageway therethrough, hollow means extending laterally from said body and includin a part extending laterally beyond said body, said hollow means being formed to provide end chambers separated by a partition, there being a port opening through each end of the body parallel with the main passageway for each chamber, means providing a bushing in said partition arranged parallel with said ports that open through the ends of said body and which bushing has an orifice therein connecting said chambers, that part of said hollow means extendin outwardly from said body having a valve plug therein operable to connect or disconnect said chambers and arranged at an angle to said main passageway.

JOHN W. MARSH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

